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Land Rover Press Release on the new
Discovery 3 June 20 2004
The All-New Discovery
3
* Outstanding
breadth of capability matched to distinctive & versatile design
* An all-new
premium suv, packed with user-friendly technology
* Exceptional
breadth of capability - dynamic on-road performance and class-leading
off-road
* Bold and
distinctive design that delivers a spacious, versatile and comfortable
seven-seat cabin
* Production
debuts for land rover's innovative terrain responseTM and integrated
body-frameTM
* New engines
tailored for land rover, plus six-speed transmissions and air suspension
* Eyecatching
Land Rover's all-new
Discovery 3 is a technology-packed, premium SUV designed to deliver
outstanding performance, both on the road and off-road. The bold, versatile
design is distinctively Land Rover and offers exceptional space, comfort and
flexibility, for up to seven adults.
"The Discovery 3 is a
new generation Land Rover, a vehicle of great conviction that points the way
forward for the company," says managing director Matthew Taylor. "As you
would expect from a Land Rover, it is awesome off-road. What may be more
surprising to some is its great performance on-road too.
The result is the
widest breadth of capability in the class."
It is the first
vehicle wholly developed by the new management team that took over Land
Rover in July 2000, following the purchase by Ford Motor Company. It
replaces the current Discovery, one of the best-selling SUVs in its class.
SPACIOUS &
COMFORTABLE
Roomier yet
externally not much bigger than the outgoing Discovery, the new Discovery 3
features a spacious cabin packed with clever stowage locations, as well as
either five or seven comfortable seats. Even the third-row seats in the
seven-seat version are roomy enough for 95th percentile adults. All rear
seats fold into the floor when not in use, to create a vast, flat load
space. According to design director Geoff Upex, the vehicle was designed
'from the inside out'.
"Our priorities were
cabin space, comfort, the Command driving position and elevated 'stadium
seating' in the rear," says Upex. "The exterior design is a reflection of
those interior priorities. It is very geometric, very minimalist, very
modern. Everything is there for a reason. It is pure product design, rather
than fancy automotive styling. The best vehicles inevitably are. It is also
distinctively Land Rover. You won't confuse this vehicle with anything
else."
IMPRESSIVE ENGINES,
TAILORED FOR LAND ROVER NEEDS
For dynamic on-road
performance, the top-of-the-range engine option is a 4.4-litre 295bhp
(220kW) petrol V8, derived from Jaguar's acclaimed AJ-V8 4.2-litre.
Developments for Land Rover include increased low-end torque (maximum of
425Nm or 315lb ft), greater weather-proofing - especially against dust and
water ingress - and revised breathing for wading in rivers. This is likely
to be the most popular engine in the Discovery 3's biggest market, the USA.
For Europe, the
best-selling engine is expected to be the refined and flexible 2.7-litre
TDV6 turbodiesel (not available in North America), a high pressure 'common
rail' unit that uses variable geometry turbocharging. Another version of
this new V6 recently made a much-praised debut in the Jaguar S-Type. The
Land Rover engine has been extensively developed to suit the Discovery 3 and
produces 190bhp (140kW) and a massive 440Nm (325lb ft) of torque. Technical
advances include its CGI (compacted graphite iron) block, which is lighter,
stiffer and more durable than conventional cast iron.
Selected markets will
also take a 4.0-litre 215bhp (160kW) petrol V6 engine that is torquey (360Nm
or 265lb ft), smooth and durable. For Discovery 3, it too has been
extensively developed to suit Land Rover's unique requirements.
The petrol engines
are mated to a six-speed 'intelligent shift' electronically controlled ZF
automatic transmission. It offers a 'sport' mode which delivers more
performance-oriented throttle response and gear shifts, and also features
Land Rover's Command Shift operation - which gives the driver full manual
control of gear changing. The TDV6 is available either with this advanced
automatic transmission, or with a six-speed ZF manual gearbox.
Drive goes to all
four wheels. Electronic Traction Control and Dynamic Stability Control
modulate power supply and braking, ensuring maximum grip in all conditions.
Throttle response, gear change patterns and suspension settings are also
computer controlled, determined by speed and road (or off-road) conditions.
Low range is also available, for tough terrain. This can be easily selected,
electronically, on the move. The central differential fully locks if
conditions require greater traction.
USER-FRIENDLY NEW
TECHNOLOGIES
The Discovery 3
bristles with new technologies. Among them is Land Rover's patented Terrain
ResponseTM system, previewed on the recent Range Stormer concept car. Terrain
Response is a major advance that optimises driveability and comfort, as well
as maximising traction. The driver simply chooses one of five terrain
settings via a chunky rotary dial on the centre console: a general driving
program, plus one for slippery conditions (known as grass/gravel/snow) and
three special off-road modes, namely mud and ruts, sand, and rock crawl.
Terrain Response then automatically selects the most appropriate settings
for the vehicle's advanced electronic controls and traction aids.
Vehicle functions
controlled by Terrain Response include ride height, engine torque response,
Hill Descent Control (which limits downhill speed, and is an award-winning
and patented Land Rover technology), Electronic Traction Control,
transmission and differential settings. "Terrain Response is a good example
of Land Rover's commitment to offering 'smart' technology that aids the
driver," says Matthew Taylor. "It is easy to use. It simplifies rather than
complicates driving."
The Discovery 3 also
offers the option of adaptive headlights that swivel with the direction of
travel to illuminate the road ahead.
Another innovation is
Land Rover's Integrated Body-frameTM, a new type of vehicle architecture that
combines the torsional rigidity, car-like handling and refinement of a
monocoque (or unitary) body with the strength and versatility of a
traditional ladder-frame, as used on many SUVs. Computer-aided design,
high-strength steel and a sophisticated hydroforming production technique
combine to deliver this new technology. Hydroforming uses high-pressure
fluids rather than a press tool to shape the frame, which results in a
lighter weight, cleverer shapes and much tighter tolerances.
Handling is further
helped by fully independent suspension. Height adjustable air springs,
similar to those used on the award-winning Range Rover, will be fitted to
the majority of Discovery 3s. Entry-level models use coil springs. Double
wishbones are used front and rear, offering good wheel control and
articulation. Rack-and-pinion steering delivers precise and intuitive
control.
The Discovery 3 goes
on sale later in 2004, depending on market.
DRIVING DYNAMICS
Testing
At the core of the
Discovery 3's outstanding on-road and off-road dynamics is the all-new
Integrated Body-frame, a Land Rover patented technology. "This innovative
new vehicle platform architecture has enabled us to combine the advantages
of a monocoque with traditional body-frame off-road strength," says
Discovery 3 chief programme engineer Steve Haywood. "It delivers the
comfort, refinement and on-road attributes of a monocoque, while setting new
standards for off-road performance."
OUTSTANDING ON-ROAD
AND OFF-ROAD DYNAMICS
The Integrated
Body-frame is unique to - and was developed by - Land Rover, and is crucial
to the dynamic excellence of the Discovery 3. It carries the body and the
suspension, it encloses and protects vital electronic and mechanical systems
and it provides a stable platform for the vehicle's many electronic
controls.
"Its advantages over
a conventional ladder-frame include lower weight and greater rigidity -
which aid handling and ride, especially on the road," says Haywood. "Its
benefits over a monocoque (or unitary) body are its strength and
ruggedness."
The new frame
structure is special because of its advanced computer-aided design
techniques, its trend-setting hydroforming production process and its use of
advanced high-strength steels. The result is lightness, great strength and
an unusually complex yet efficient shape.
The technique of
hydroforming uses fluid pressure to form shapes. It allows for a much
greater variety of shapes and sizes than conventional tooling, and also
allows for tighter tolerances, increasing precision and reducing weight. It
is especially useful for single large components, which would otherwise be
made from multiple stampings, bolted or welded together. Using high-strength
steel, the result is a frame that is structurally stronger and substantially
stiffer, yet lighter.
The flexibility of
hydroforming allows engineers to design an optimum frame shape, unencumbered
by conventional production compromises. The shape can be much more complex
and much more efficient. The side members on the Discovery 3, for instance,
are much more curved than a conventional ladder-frame, allowing for width in
the centre section but a tapered front, which improves the turning circle.
The complex frame
shape also improves crash performance, boosting passenger and driver safety.
Substantial side members protect the Discovery 3 from side impact, and the
rear structure of the body-frame is designed to protect the fuel tank and
filling systems.
The Integrated
Body-frame assists both on-road and off-road performance. It gives a low
centre of gravity, by keeping major weight as low as possible. The
production versatility of the frame allows for the rear drive shafts to pass
through the chassis frame, obviating the 'swan neck' of other designs. This
not only protects the shafts, it helps lower the centre of gravity and
allows the floor to be unusually flat.
The frame design
improves off-road performance by minimising front and rear overhangs, to
give outstanding approach and departure angles. Vulnerable systems, cables
and pipes are packaged between the frame members to protect from damage. By
carefully placing key components inside, through, or around the frame, the
underside of the vehicle has been kept extremely smooth, minimising the risk
of obstacles being snagged when off-road.
ADVANCED AND
USER-FRIENDLY TERRAIN RESPONSE
Land Rover's new
Terrain Response system - standard on all Discovery 3 models with air
suspension - is an advanced but user-friendly technology that optimises
vehicle driveability and comfort, as well as maximising traction. Simply
select one of five Terrain Response settings to suit the driving conditions
and a multitude of the vehicle's functions are tuned to deliver optimum
performance. Accessed via a rotary control in the centre console, the five
Terrain Response programs are for:
* General driving
*
Grass/gravel/snow*
* Mud and ruts
* Sand
* Rock crawl
* For various
slippery conditions, on-road or off-road
Terrain Response uses
a high-speed electrical architecture network to control the relevant vehicle
features, systems and technologies, including:
* Engine
management system: the throttle map is altered, improving driveability by
suiting torque delivery to the chosen terrain
* Electronic
control system: of the automatic gearbox, to optimise gear-change points
* Air suspension
ride height: automatically adjusts to give maximum height in the 'rock
crawl' and 'mud and ruts' programs. This is also automatically activated
whenever low range is selected
* Dynamic
Stability Control (DSC): normally stops torque to a wheel after loss of
traction, but in some off-road situations torque feed is still desirable,
even when traction is being lost. Terrain Response automatically adjusts the
DSC, so appropriate torque is maintained
* Electronic
Traction Control, Brakeforce Distribution & Anti-lock Brakes: these slip and
braking control systems are all adjusted and tuned by Terrain Response to
offer optimum grip, braking power and safety on the chosen terrain
* Hill Descent
Control (HDC): the Queen's Award-winning Land Rover technology that
automatically restricts speed downhill, using the anti-lock brakes, and
enables drivers to remain in control even on the most slippery of downhill
stretches. HDC is automatically engaged on all programs except 'general
driving', and downhill speed rates vary depending on which surface is
selected (in 'rock crawl' the lowest speed is selected to prevent vehicle
damage)
* Electronically
controlled centre & rear differentials; With different slip or locking rates
for the different terrains
The Terrain Response
system works continuously, with the 'general driving' program optimising the
vehicle set-up for everyday on-road use. However, it is the off-roading
programs that demonstrate to the full Land Rover's unique experience and
expertise.
"We analysed the
characteristics of nearly 50 different types of off-road surface, and
determined the vehicle system inputs necessary to optimise performance on
each," says chief programme engineer Steve Haywood. "We concluded that these
can be distilled into just a handful of programs - and those are the
settings we offer on Terrain Response. It's like having an expert alongside
you, to help you get the best out of the vehicle, whatever the conditions,
on-road or off."
Terrain Response was
previewed on the recent Range Stormer concept car and is making its
production debut on the Discovery 3.
FULLY INDEPENDANT
SUSPENSION WITH CROSS-LINKED AIR SPRINGS
For optimum on-road
handling and refinement, the Discovery 3 is fitted with fully independent
suspension front and rear, which gives much greater driver feedback,
car-like handling, and good on-road ride.
Double wishbones are
used front and rear. This is an optimal set-up for on-road handling and
refinement, and yet on the Discovery 3 it also offers generous wheel travel
- 255mm at the front and 330mm at the rear - for excellent wheel
articulation and off-road traction.
Coil sprung
suspension is standard on entry-level models, and is used in conjunction
with hydraulic dampers. This is a tough, well-developed solution, to offer a
good ride/handling balance. However, all higher series Discovery 3 models
feature cross-linked air suspension, increasing on-road refinement, off-road
capability and overall versatility.
The air springs are
computer controlled, giving automatically softer or firmer springing,
depending on road or track conditions. They are also cross-linked, further
aiding off-road capability. Special software detects off-road driving and
cross-connects the system. Air displaced by the upward movement of an air
spring is transferred to the spring on the opposite side, forcing it down,
improving composure. This mimics the action of a traditional beam axle, by
boosting articulation and improving wheel contact.
The air springs also
provide a range of ride heights for the Discovery 3. This is useful on-road,
improving access to the vehicle by selecting the 'low' height setting, and
off-road, where the 'high' setting gives extra ground clearance. These
height settings can be easily selected manually, by a simple switch, or can
be set automatically by the Terrain Response system.
Tyres are specially
developed to suit this multi-purpose vehicle and, as with all original Land
Rover fitments, are suitable for on-road or off-road use. All wheels are
alloys, in sizes from 17-inch (235/70 tyres), through 18-inch (255/60 tyres),
likely to be the most popular choice, to 19-inch (255/55 tyres).
ELECTRONIC AIDS
IMPROVE TRACTION, BRAKING & HANDLING
The Discovery 3 has
an advanced full-time 4x4 system, but to improve grip further in all
conditions, this is supplemented by some of the most advanced electronic
controls in the automotive industry.
Electronic Traction
Control (ETC) ensures that grip is optimised in all conditions, by
automatically reducing wheelspin to any tyres losing grip. The Dynamic
Stability Control is another computer controlled aid that seamlessly, and
without any driver involvement, ensures that the vehicle heads in the
intended direction, avoiding skids or any other potential loss of control.
Like ETC, it is especially valuable in slippery on-road or off-road
conditions.
Land Rover's patented
Hill Descent Control (HDC) is fitted to the Discovery 3. This Queen's
Award-winning technology regulates downhill speed, ensuring that the driver
stays in control even on slippery, steep descents.
All these
technologies are linked to the standard four-channel ABS braking system. Two
different braking specifications are offered, depending on vehicle
specification. Both provide large ventilated disc brakes all round, with
twin-pot sliding calipers at the front and single pot callipers at the rear.
The more powerful
braking system, used with the V8 engine, offers 337x30mm front and 350x20mm
rear discs. The other system uses 317x30mm front discs and 325mmx20mm rear
discs. Electronic Brakeforce Distribution (EBD) provides optimal braking
regardless of the way the vehicle has been loaded, adjusting front-to-rear
braking balance automatically. Emergency Brake Assist (EBA) automatically
boosts pressure to the braking system if emergency braking is detected,
reducing stopping distance and improving safety.
For the first time on
a Land Rover vehicle, the Discovery 3 features an Electronic Park Brake,
which frees up the space in the centre console taken by a conventional
handbrake. It is applied by a console-mounted switch and disengaged
automatically when driving off.
PRECISE
RACK-AND-PINION STEERING
The Discovery 3 has
hydraulically-operated, power-assisted rack-and-pinion steering, which is
both linear in feel and intuitive. The rack is mounted directly onto the
frame to improve response and rigidity. It is protected from rocks and other
off-road snags by a substantial body-frame cross-member.
HEADLAMPS THAT 'SEE'
AROUND CORNERS
The Discovery 3
offers as an option one of the most advanced lighting systems in the world,
featuring headlamps that swivel when cornering. Linked to steering angle,
vehicle speed, axle position and gear selection, they improve illumination
and give the driver a better idea of what lies ahead.
Entry-level models
feature twin-pocket halogen headlamps, while the mid-line system uses
bi-function xenon projectors with auxiliary halogen main beam lamps.
Optional fixed cornering lamps are also available (except for North
America).
High-level models get
an adaptive front lighting system (AFS). Linked to the vehicle's
sophisticated electrical architecture, AFS receives information on vehicle
speed, steering angle, axle position and gear selection. Analysing this
information, the projectors swivel left or right accordingly. Additional
static bending lights (not available in North America) are mounted at 45
degrees to the car line, and give extra light to the direction in which the
car is turning. They are also illuminated at low speed to assist with
manoeuvring or parking. AFS also features dynamic levelling.
Front lights are
protected by tough polycarbonate covers and have optional pressure wash. The
rear lights are mounted high on the rear corner pillars for good visibility.
TESTING
FOUR MILLION TEST
MILES
The all-new Land
Rover Discovery 3 has gone through one of the toughest and most varied
testing programmes of any vehicle ever offered for sale.
It has been put
through its paces over four million miles on five continents, in conditions
as varied as the Nürburgring race circuit in Germany and the sand dunes of
Dubai. It has been tested to extreme in the Australian outback, been
punished on military off-road tracks in both Southern Africa and England,
been driven at minus 40ºC on frozen lakes in northern Canada, and undertaken
12 weeks of almost non-stop testing at maximum speed on the Nardo test track
in Italy.
"We believe few, if
any, vehicles have ever undergone a more punishing and varied series of
tests," says chief programme engineer Steve Haywood. "The Discovery 3
promises the broadest range of capabilities in its sector. This combination
of on-road and off-road ability was the reason the vehicle needed such a
rigorous testing programme."
OFF-ROAD TESTING
Land Rover has a
uniquely exacting off-road testing schedule, arguably the most demanding of
any vehicle manufacturer. The Discovery 3 had to be able to wade in water
700mm deep, climb and descend 45 degree gradients, remain stable when
driving across a 35 degree slope, and operate in temperatures as extreme as
minus 40ºC and plus 50ºC. The handbrake must also be capable of holding the
vehicle on a 45 degree slope.
An enormously varied
testing programme was devised to prove the Discovery 3, with much of the
fundamental work naturally undertaken in the UK. Eastnor Castle, in
Herefordshire near the Welsh border, was used for testing the car's ability
through water, on slippery grass and in deep mud. Further river wading
skills were tested on private estates in Scotland. Durability testing was
carried out on army test tracks in southern England, at Bagshot, Surrey, and
Bovington in Dorset, home of the Royal Armoured Corps. These facilities are
more usually used for destruction-testing tanks, so helped substantiate the
toughness of the suspension and the new Integrated Body-frame.
Similar testing was
carried out at a former military facility in South Africa, usually used for
evaluating the strength and traction of armoured vehicles. Southern Africa
was also used for hot weather and dust testing, as was Australia, where vast
distances were covered in the outback, including testing on vicious
corrugated roads, notorious for dislodging trim and inducing rattles and
squeaks in less capable vehicles. Dubai, in the Middle East - another Land
Rover test favourite - was used for measuring and tuning the vehicle's
ability to climb sand dunes, and for general off-road ability. Also tested
there was the efficacy of the new and advanced air conditioning system to
keep occupants cool and comfortable even in temperatures as high as 50ºC.
Off-road testing was
also carried out in northern Canada and in Sweden, where the vehicle's
performance in ice and snow was confirmed. So was its ability to operate
efficiently and comfortably in temperatures as low as minus 40ºC.
ON-ROAD TESTING
"What's unusual about
the new vehicle's testing schedule is the amount of time spent at locations
more usually associated with sports cars than SUVs," says Steve Haywood.
High-speed testing
was done at the famous Nürburgring circuit in the Eifel mountains in
Germany, where on-road handling and braking performance were pushed to the
limit. The original Nürburgring track is recognised as probably the most
punishing and demanding race circuit in the world. High-speed work was also
carried out at the Nardo bowl in southern Italy, where the Discovery 3 test
vehicles circulated continuously for 20 hours a day at, or near, maximum
speed. The Nardo test lasted for 12 weeks, and 31,000 miles of maximum speed
driving was undertaken. "We were after superb high-speed stability and
quietness, and faultless reliability when running continually at these high
speeds," says Haywood.
Further high-speed
testing was done at the Millbrook proving ground in Bedfordshire, England.
Millbrook's tough and varied handling circuits were also used to tune
on-road composure. The MIRA test track, in Warwickshire, England, was used
for similar test programmes, including ride-and-handling evaluation.
Additional dynamic
tests were carried out at Ford's superbly equipped Lommel engineering
facility in Belgium - which offers a high-speed bowl, race-circuit style
test track, and rough on-road conditions such as notorious Belgian pavé.
City driving will
naturally form a large part of the real-world use of the Discovery 3. Tokyo,
notorious for traffic, humidity and pollution, was used to test the
vehicle's ability in stop-start traffic and the efficacy of the air
conditioning system. Traffic testing was also done in oven-hot Las Vegas,
high-altitude Denver and in New York, where radio reception and navigation
were also tested among the giant man-made canyons.
"Many miles were
racked up in the United States," says Haywood. "We tested in cities, in the
desert areas of south-western USA - including Death Valley's extreme heat -
and in mountainous Colorado. The USA offers varied testing conditions, and
also helps to satisfy engineers that the vehicle will operate well in what
is likely to be the biggest market."
The new Land Rover
Discovery 3 will inevitably end up a favourite of those who tow boats,
caravans and horseboxes. Therefore much testing was carried out to prove the
vehicle's ability with a hefty trailer. One of the favourite trailer-test
locations was Austria, where vehicles dashed up and down mountain passes,
towing 3.5 tonne trailers - the maximum weight permitted.
"There has never been
a Land Rover more thoroughly tested than this one," says Haywood. "It's
unlikely that any vehicle anywhere has had to prove itself quite so
comprehensively, as master of wading rivers, climbing sand dunes and
crossing frozen lakes, yet able to charge around race circuits and
high-speed test tracks. It has been an amazing programme, designed to test
an amazing vehicle."
LABORATORY TESTING
The Discovery 3 was
developed at Land Rover's renowned research and development centre in Gaydon,
Warwickshire, UK, which hosts some of the most advanced automotive testing
laboratories in the world. Simulated cold weather testing, noise testing,
suspension testing, and all manner of durability tests were performed in the
many laboratories. Gaydon's own punishing off-road test circuit and handling
circuit were also extensively used.
DESIGN
In Short " Interior "
Structure
The design goal for
the Discovery 3 was simple. To produce a modern vehicle that offered maximum
cabin space and versatility, and would be instantly recognisable as a Land
Rover.
FUNCTIONAL DESIGN
According to Land
Rover's design director Geoff Upex: "The Discovery 3 is a vehicle derived
fromits purpose. Everything you see, has been done for a reason. It is
functional design, not decoration.
"The vehicle is
designed from the inside out. The Discovery 3 had to be great for passengers
and the driver. It had to have a Command driving position, for better
visibility and safety. It had to have rear 'stadium seating' for superb
passenger visibility. This vehicle can take you almost anywhere, so it's
important to enjoy the view."
Upex describes it as
product design, rather than car styling. "Car styling dates quickly. Look at
old movies, and more than anything else, the cars date them. But truly
functional design does not date."
Upex also describes
the Discovery 3 as 'a work of conviction'. "We were very single-minded in
what we wanted. Look at an early sketch of the Discovery 3, and the design
has not changed. That is always a sign of good design."
MODERN BUT TRUE TO
LINEAGE
Although modern and
clearly 21st century, the Discovery 3 is true to Land Rover heritage. It is
very geometric, very clean sided, like the original 1948 Land Rover (which
evolved into the current Defender).
"Land Rover design is
all about clean lines, simple and contemporary surfaces," says Upex.
"Straight, geometric styling does not date, and gives visibility advantages,
especially for off-roading and parking."
The iconic Discovery
stepped roof provides airiness and space, increasing passenger headroom and
comfort. This is a key reason why even the rear-most seats, in the
seven-seat version, are generous enough for 95th percentile adults. The high
roof and wide doors help cabin egress and ingress too. Other time-honoured
Land Rover features are also retained, including the clamshell bonnet and
the short front overhang (which helps ground clearance when off road).
REJECTING THE
SUPERFLUOUS
Two design details on
the Discovery 3 that have aroused particular comment are the asymmetric
tailgate and the lack of a side styling 'line' through the doors.
The tailgate is a
two-piece design, as on the Range Rover, rather than a large outward-opening
door, as on previous Discovery models. There are major practical benefits to
the new asymmetric shape. First, when the upper part of the tailgate is
raised, the asymmetrically shaped lower lid reduces load height into the
boot. When both upper and lower halves are opened, the asymmetric shape
reduces 'reach in' distance. Unlike earlier Discoverys, the spare wheel is
now mounted under the body, rather than on the rear door.
The lack of a side
styling line is simply explained. It is superfluous and was rejected.
"It was an area of
comment in preview clinics with potential customers," says Upex. "Most cars
have side styling lines, so people expect them. But we found the more people
looked at, and became familiar with, the Discovery 3, the more they liked it
and 'got it'. There was similar comment about the car only having one side
air intake. 'Why not two?' people asked. Simple - it only needs one. So it
only has one."
TIMELESS INSPIRATIONS
"It is a clean,
simple, minimalist shape," says Upex. "That is not only appropriate for a
new Land Rover, it also ensures a fresh look for many years. Simple, minimal
design invariably lasts well."
As part of the design
exercise in shaping the Discovery 3, Land Rover designers looked at many
products thought to be timeless. One was Health House, a home in Los Angeles
designed by Richard Neutra, a pupil of Frank Lloyd Wright. It is timeless
and elegant - and could have been designed in the 1990s. In fact it was
designed in the 1920s.
"We were lucky in
being able to look much closer to home, too," says Upex. "The Land Rover
Defender, still a style icon, has a basic shape that goes back to 1948. The
first Range Rover of 1970 set a design language that unashamedly continues
with the latest Range Rover."
Upex is confident
that the latest Discovery 3 will go down as a Land Rover design classic,
too.
THE ALL-NEW LAND
ROVER DISCOVERY 3 IN SHORT
FUNCTIONAL DESIGN
* Design derived
from purpose, to offer maximum cabin space and versatility
* Modern but true
to Land Rover heritage - clean lines, simple and contemporary surfaces
* Generous space
and comfort for driver and all passengers in airy cabin
* Excellent
visibility thanks to Command driving position and stadium seating
* Distinctive and
asymmetric two-piece tailgate provides flexibility and ease of access
OUTSTANDING ON-ROAD &
OFF-ROAD DYNAMICS
* Land Rover's
innovative Integrated Body-frame provides the basis for outstanding dynamics
on-road and off-road
* Delivers the
comfort, refinement and on-road attributes of a monocoque with the strength
of a traditional body-frame for outstanding off-road capability
* Terrain
Response makes production debut - patented Land Rover technology that
maximises traction and optimises driveability and comfort
* Vehicle set-up
optimised by simply selecting one of five Terrain Response settings
* Fully
independent suspension all-round for car-like handling and smooth on-road
ride
* Cross-linked,
computer controlled air suspension on higher series models increases both
ON-ROAD REFINEMENT
AND OFF-ROAD CAPABILITY
* Full-time 4x4
system, plus advanced electronic controls including Traction Control,
Dynamic Stability Control and Land Rover's award-winning Hill Descent
Control
* Anti-lock
brakes plus new Electronic Park Brake
* Responsive,
power-assisted rack-and-pinion steering
* Adaptive
headlights available, which swivel with direction of travel
STRONG & SPACIOUS
BODY
* Rigid body
design aids handling precision, driving refinement and ride
* Much greater
interior space than outgoing Discovery model, with only slightly larger
exterior dimensions
* Iconic stepped
roof enhances space, airiness and visibility, with sunroof and large glazed
alpine roof available
* Weight-saving
aluminium bonnet and two-piece tailgate
* Wide doors and
asymmetric tailgate design provide easy access
POWERFUL ENGINES &
ADVANCED TRANSMISSIONS
* Engine line-up
headed by Jaguar-derived 4.4-litre petrol V8 - the most powerful engine ever
fitted to a production Land Rover
* Outstanding new
TDV6 2.7-litre turbodiesel is expected to be the best-seller in Europe
* Smooth and
torquey 4.0-litre petrol V6 also available (selected markets only)
* All engines
developed to meet Land Rover's exacting demands, especially for off-road
performance and durability
* Acclaimed ZF
six-speed, intelligent shift automatic transmission for all engines, with
six-speed manual also available for TDV6 diesel
* Electronically
lockable centre differential - electronically lockable rear differential
available, too
TESTING & DEVELOPMENT
* One of the
toughest and most varied testing programmes ever, covering 4 million miles
on five continents
* Reflects the
Discovery 3's class-leading range of capabilities, with high-speed drives at
the Nürburgring circuit, scaling sand dunes in Dubai and tackling rough
tracks in the Australian outback
* Developed to
meet Land Rover's unique off-road standards - arguably the toughest of any
vehicle manufacturer - including wading depth, angles for climb and descent,
and temperature extremes
* Extensive road
and high-speed development, plus real-world city driving from Tokyo to New
York
* Massive
laboratory test programme, including Land Rover's own advanced facilities in
the UK
"The cabin was the
starting point for the creation of the Discovery 3," says Land Rover design
director Geoff Upex. "It was designed from the inside out. Maximum cabin
space and comfort dictated the entire form of the vehicle." As a result, the
Discovery 3 offers outstanding space and versatility.
CLASS-LEADING
INTERIOR
In every major
dimension, the new vehicle's interior is either class-leading or among the
very best. Compared with the outgoing Discovery model, the major
improvements are in legroom, shoulder room, and third-row headroom. The
Discovery 3 has an extremely spacious third row of seats (where fitted) -
large enough for 95th percentile adults - underlining its superiority as a
seven-seater. The wide doors are designed to ensure easy cabin and boot
access.
Second and third seat
rows can fold right down into the floor, enabling the Discovery 3 to
transform into a luxury load-carrier with a flat floor and vast capacity.
SEATING COMFORT PLUS
EXTRAORDINARY VERSATILITY
The vehicle can be
specified with either two or three rows of seats, giving space for five or
seven adults respectively. All seats face forwards and provide a head
restraint and full lap-and-diagonal inertia reel seatbelt. 'Stadium seating'
means that each row is higher than the one in front, improving the view for
all passengers, helped by the deep glazing. The stepped roof ensures plenty
of headroom throughout.
All seats are large
and comfortable, and higher level Discovery 3 models come with leather
upholstery. Both outer seats in the second row are equipped with Isofix
attachment points for European-standard and North American child seats.
Front seats are
available with power adjustment, covering fore and aft movement, height and
squab recline, plus manual lumbar support adjustment. In addition, the
driver's seat offers electric cushion tilt adjustment. On manual front seats
there is fore and aft adjustment and squab recline, plus lumbar support and
height adjust on the driver's seat.
In the five-seat
version, the back seats are asymmetrically split (65:35). They fold by
lifting the lower cushions and moving the squabs forward, to give a flat
loading deck.
In the seven-seat
version, the second row features three individual seats. Each folds
separately and all retract into the footwell. The two outer seats can also
jack-knife forward, to provide easy access to the third-row seats. These
also fold flat into the floor, and when all rear seats are down, the huge,
flat cargo area is almost two metres long.
On the seven-seat
version, the individual folding arrangements for all five rear seats provide
anything from a two- to a seven-seat vehicle, with varying formats of load
space.
MULTIPLE STOWAGE
AREAS
Extensive stowage
space was a priority in a vehicle that prides itself on its exceptional
practicality and versatility.
In the facia, there
are two gloveboxes on the passenger side, and a tray at the base of the
front console with a non-slip mat. There is also a coin tray and a clip for
tickets and toll slips.
The use of an
Electronic Park Brake, rather than a conventional handbrake, liberates extra
space in the centre console. A large cubby box, which can hold up to four
drink cans, is fitted right behind the console, and this is even available
with a cooling system to keep the drinks chilled. The cubby box lid can be
folded back to act as a useful tray for rear seat passengers. A mobile phone
can be stowed within the cubby box lid, and can be integrated into a
hands-free system. Large cup holders for driver and front seat passenger are
fitted in the centre console, and there is an additional folding cup holder
for the passenger. Both front doors have capacious bins, including holders
for large bottles of water or soft drink. The rear side doors also have
large bins, again big enough for drink bottles. In all, 17.5 litres of
drinks can be stowed in a Discovery 3.
Large lower quarter
panels in the rear compartment provide stowage space for those sitting in
the third row, or secure stowage in the boot area. The top surface includes
a cup holder and shallow tray, as well as in-car entertainment controls for
the rear-seat passengers. Recesses, closed with nets, are also offered for
extra stowage.
ARCHITECTURAL SHAPES
& PREMIUM MATERIALS
The facia has a
simple, geometric look. It utilises the Land Rover design language initiated
in the latest Range Rover: very architectural, with clear vertical and
horizontal lines. There is large instrumentation, plus good-sized, tactile
and intuitive controls. Switches are kept to a minimum - the built-in
technology, including Land Rover's new Terrain Response system, can do much
of the work for the driver.
The facia moulding is
in Thermoplastic Urethane (TPU), which has a luxury feel, resists fade
caused by sunlight and has fewer plasticisers to reduce the mist deposited
on the inside of the windscreen. The facia is supported on a die-cast
magnesium alloy cross-beam that is both light and strong, and provides
precise mounting - improving finish and reducing any propensity to rattle.
The top panel for the
facia is designed for pleasing looks, feel and longevity. Controls that are
used regularly, such as facia vents, tydiscovery3prally have a rubberised finish, to
improve touch and boost their premium feel.
Roof trim and door
pillar trim are soft fabric, and all grab handles are damped. Two
roof-mounted consoles provide interior lighting, with separate lights for
the third-row passengers. Low-level 'waterfall' lighting is incorporated
into the front dome lamp, and is activated when the headlamps are turned on.
When the alpine roof
is specified, full width blinds provide shade and extra privacy.
Carpets are soft but
hard wearing. They are also easily cleaned, helped by the sill-free body
design, to assist sweeping out the cabin.
AIR CONDITIONING ON
ALL MODELS
Air conditioning is
standard on all Discovery 3 models and comes in two forms, manually operated
and automatic. Both include a particulate filter to remove pollutants in
both fresh air and recirculating modes, and four facia-mounted adjustable
vents with thumbwheel shut-offs. There is an additional lap cooler vent for
the driver beneath the steering wheel. Airflow is also directed at the
windscreen, side windows and front footwells. For the second row of seats,
there are two vents at the back of the centre console.
On higher level
vehicles, fully automatic temperature control is used. This system
automatically uses the air conditioning and heater to maintain a constant
temperature. The temperature is selected using separate facia-mounted
controls for driver and passenger. Both sides operate independently.
In selected
hot-weather markets, the system can also be specified with optional rear air
conditioning and heating. The rear cabin temperature can also be controlled
separately.
In cold-weather
markets, an additional 5kW fuel-burning heater supplements the heat
generated by the TDV6 diesel engine.
IN-CAR ENTERTAINMENT
& INFORMATION
The Discovery 3
offers a high level of in-car entertainment systems and one of the most
advanced navigation systems available.
Higher-line models
have a six-CD in-dash unit. Six speakers are fitted to entry models, while
upper range models use harman/kardon systems with nine speakers, including a
sub-woofer.
A premium 14-speaker
harman/kardon 'Logic 7' seven-channel digital surround system is also
available. The head unit can also play MP3 files and, with 11x compression
the equivalent of a 66 CD library can be stored and played in the vehicle.
The optional
state-of-the-art navigation system is DVD-based, and includes the latest
generation of off-road navigation. There is an interface to Traffic Message
Channel (TMC) systems (where available), which broadcast messages on a
specific radio channel to warn of hold-ups. This information is also shown
on-screen, and the navigation system can suggest an alternative route to
ensure the driver has an uninterrupted journey.
The navigation system
is controlled by a 180mm (7 inch) high resolution touch screen, while two
buttons switch the screen between the main 'Home' menu and the navigation
system. Voice recognition is available for navigation and audio controls.
The screen also displays information from the Terrain Response system.
SAFETY - UP TO EIGHT
AIRBAGS
The enormously strong
Integrated Body-frame architecture of the Discovery 3, with its hydroformed
frame, gives tremendous protection in case of impacts, and door-mounted
anti-intrusion side-beams offer further protection. Computer-aided design
has helped optimise the Discovery 3's intrinsic ability to protect
passengers in severe impacts.
Passenger safety is
further improved by the use of up to eight airbags. The driver's airbag is
installed in the steering wheel boss and the front passenger airbag is in
the facia. Two airbags in the front seats provide protection for the thorax.
There are two
full-length curtain airbags fitted in the cant rails above the first and
second rows of seats, offering side protection. Two additional side bags are
fitted in the rearmost area, when seven seats are specified.
STRUCTURE
The body of the
Discovery 3 is a combination of steel, much of which is high-strength
grades, and aluminium. Unlike most bodies attached to separate platforms,
the Discovery 3 body is a key part of the structure. This match of rigid
body and strong platform gives Land Rover's all-new Integrated Body-frame
structure its uniqueness, its stiffness and its strength.
INTEGRATED BODY-FRAME
The body's high
torsional stiffness helps handling precision, driving refinement, ride and
comfort, as well as reducing shakes and rattles. Although it has much
greater cabin space, the Discovery 3 is only 176mm longer than the outgoing
Discovery model, and only 30mm wider. It is also lower.
THE BODY IN DETAIL
The Discovery 3's
body is manufactured like a conventional monocoque. Two monosides are welded
to the floor, roof and bulkheads, creating a strong, single structure.
Significant use is made of high-strength steels, while enormously strong
boron steel is used for the A- and B-pillars, for added strength in front
and side impacts.
The roof structure
can accommodate both sunroof and alpine roof. The sunroof is a conventional
cassette-type design that opens rearwards, outside the vehicle. The alpine
roof is a large, full width glass roof bonded into the metal structure,
above the second and third-row seats. To preserve strength, it is braced by
cross members, invisible from the outside. When neither sunroof nor alpine
roof is fitted, the outer roof panel is a single large steel pressing with
styled swages to add strength and prevent booming.
The tailgate, doors,
bonnet and front wings are separate, bolt-on assemblies. Lightweight
magnesium alloy is used for part of the front structure and forms part of
the front crash crumple zone.
The bonnet, a
characteristic Land Rover clamshell design, is aluminium, which saves
weight. Benefits include ease of opening and closing, with gas struts to
provide assistance and retain the bonnet in the open position. The hinges
allow the bonnet to be locked vertically for easier access to the engine
compartment for servicing.
The asymmetric
tailgate is a two-piece design, like the Range Rover's. The lower half opens
downwards, the top half upwards. The asymmetrically shaped design improves
reach-in distance and load height.
"It is a distinctive
design and true to Land Rover's lineage," says design director Geoff Upex.
"But it is also a very practical design, with real loading benefits."
When the vehicle is
stationary, the upper tailgate can be closed independently of the lower
tailgate, partly enclosing the vehicle interior while the lower tailgate can
be used, for example, as a viewing platform. The lower tailgate is also
designed as an acoustic chamber for the sub-woofer (where fitted) for the
in-car entertainment system.
Both upper and lower
tailgates are made from lightweight aluminium, which helps reduce total
vehicle mass and also makes closing and opening easier. When fully open, the
tailgates give superb access to the rear of the vehicle, to help with
loading large or heavy objects.
All four doors are
wide and provide easy access. Made of steel, they have boron
steel-reinforced side intrusion beams to improve impact performance.
The front and rear
bumpers, end trims, sill finishers and wheel arch eyebrows are all
polypropylene injection mouldings to brush off minor damage in normal and
off-road driving.
Both bumpers have
energy absorbing elements to protect vital components in low speed impacts.
The headlamp lenses are moulded in damage-resistant polycarbonate.
ADVANCED PAINT
FACILITY
The completed body is
subjected to a comprehensive painting and finishing process to ensure it
retains an attractive appearance throughout its long life. All steel panels
vulnerable to corrosion are zinc coated. Alloy structures, which are
inherently corrosion resistant, are treated to prevent electrolytic
interaction with adjoining steel components.
The body is finished
in one of the most environmentally friendly and advanced paint facilities in
the world.
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